CN115817300A - Engineering seat suspension and control method thereof - Google Patents

Abstract

The invention discloses an engineering seat suspension and a control method thereof, wherein the seat suspension comprises the following components: the upper bottom plate, the middle supporting plate and the lower bottom plate; the upper bottom plate is provided with an inclination angle sensor, a weighing sensor and a height sensor; the middle supporting plate is connected with the upper bottom plate through a variable damping device and an air spring device; the lower bottom plate is connected with the middle supporting plate through the lifting mechanism and the plurality of guide mechanisms. The requirement for adjusting the height of the seat plane of the driving operator with short height, large weight and high height, small weight and high height is met by adjusting the hanging height of the seat, a good driving visual field is provided for the driving operator, and the seat plane is more in line with ergonomics. The optimal rigidity damping of the seat suspension required by automatic matching of the weight of a driving operator can be achieved, and the intelligent seat suspension system is more intelligent. The vibration damping device can adaptively buffer the vibration and impact in the vertical direction, the side-tipping direction and the pitching direction generated in the driving and working processes of the vibrating vehicle, improve the side-tipping and pitching resistance of the seat, reduce physical and mental injuries caused by vibration fatigue, and improve the working efficiency and the comfort.

Description

Engineering seat suspension and control method thereof

Technical Field

The invention relates to an engineering seat suspension and a control method thereof, belonging to the field of engineering machinery.

Background

The engineering machinery seat suspension mainly comprises an upper bottom plate, a lower bottom plate, a scissor arm structure, a mechanical spring or an air spring, a damper and the like. The seat suspension is an important component of the seat assembly, and can effectively attenuate vibration and impact generated by engineering machinery in the operation process and improve the comfort of driving operation.

The working environment of the engineering machinery vehicle is severe, severe vibration impact can be generated under the influence of uneven road surface and working media in the working process, the working efficiency can be reduced, and the physical and psychological health of drivers and passengers can be damaged. When a vehicle passes through a bumpy or inclined road surface, the common engineering machinery seat does not have the anti-pitching and anti-rolling characteristics, cannot be leveled, can only buffer vibration in the vertical direction, and has a limited effect on damping vibration in the pitching and anti-rolling directions. In addition, the driving operation posture of the engineering machinery is relatively fixed, so that the requirements of people with different heights and weights on the plane heights of the seat are different, the height of the sitting posture of a driver is changed by the common engineering machinery seat through adjusting the suspension rigidity of the seat, but the proper seat rigidity cannot be ensured and the proper seat height cannot be adjusted simultaneously for the driver with a shorter height and a heavier weight or the driver with a higher height and a lighter weight, and certain potential safety hazards exist for the driving operation.

One prior art is a vehicle seat, which mainly consists of an upper end part, a lower end part and a seat suspension device, wherein the seat suspension device further comprises a height adjustment unit and an electromagnetic damping device. The invention provides an active control suspension system, which actively provides a vertical reverse acting force through an electric control motor and an electromagnetic damping device, and improves the comfort level of vehicle driving.

In the second prior art, a vehicle seat with a suspension unit for buffering rolling and vertical suspension movement is provided, and rolling and vertical vibration can be effectively buffered by a structural form that two air springs are respectively arranged on two sides of a scissor arm.

The first prior art is an active control suspension system which can effectively buffer vertical vibration, but has limited effect on damping vibration in pitch and roll directions caused by vehicle starting, sudden stopping and on bumpy roads.

The second prior art can well control rolling and vertical vibration, but the second prior art is a passive suspension structure, can not change in a self-adaptive manner according to road conditions, can not effectively buffer the vibration in the pitching direction, and does not have a height adjusting function.

Disclosure of Invention

The invention provides an engineering seat suspension and a control method thereof, which solve the problems disclosed in the background technology.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows: an engineered seat suspension comprising: the upper bottom plate, the middle supporting plate and the lower bottom plate;

the upper bottom plate is provided with an inclination angle sensor, a weighing sensor and a height sensor;

the middle supporting plate is connected with the upper bottom plate through a variable damping device and an air spring device, and the air spring device is connected with an electric pump;

the lower bottom plate is connected with the middle supporting plate through a lifting mechanism and a plurality of guide mechanisms, and the lifting mechanism is connected with a lifting motor.

Further, the air spring device comprises a first air spring, a second air spring and a third air spring which are distributed in a triangular mode.

Furthermore, the variable damping device comprises a first magnetorheological damper, a second magnetorheological damper and a third magnetorheological damper which are distributed in a triangular mode.

Furthermore, elevating system includes lifting tray, lead screw, transmission shifter and worm, lifting motor is connected to worm one end, and the other end passes through the transmission shifter and connects the lead screw, lifting tray is connected to the lead screw, lifting tray connects well backup pad.

Furthermore, the number of the guide mechanisms is four, the four guide mechanisms are respectively arranged at four corners of the lower bottom plate, and the lifting mechanism is arranged in the middle of the lower bottom plate.

Correspondingly, the control method for the suspension of the engineering seat is characterized by comprising the following steps:

when a seat weighing sensor detects that a person is on a seat, the person is automatically weighed, a weight signal is converted into a digital signal and transmitted to a seat ECU (electronic control Unit), the seat ECU inquires a pressure value corresponding to an air spring device corresponding to the weight and a damping force expected value in a variable damping device in a database according to the weight of the person, the seat suspension ECU converts the digital signal of the pressure into an analog signal and transmits the analog signal to an electric pump, the electric pump charges and discharges air through controlling the air spring device to enable the air spring device to reach the corresponding pressure value, the air spring device is guaranteed to reach the corresponding rigidity under the weight, and meanwhile, the ECU controls the variable damping device to enable the variable damping device to output the expected damping force corresponding to the weight;

after the rigidity damping of the seat is adjusted, the seat ECU inquires the optimal seat plane height corresponding to 95 percent of the body weight in a database according to the body weight of a person, the ECU converts a digital height signal into an analog signal and then transmits the analog signal to the lifting motor, the lifting motor drives the lifting mechanism to lift the seat plane, when the height sensor detects that the seat reaches the specified height, the lifting motor stops working, after the seat automatically adjusts the height, whether the seat is suitable or not is judged according to the seat height, and if the seat is not suitable, the lifting mechanism is manually controlled to reach the suitable seat height.

Further, when the inclination angle sensor monitors that the side inclination angle of the seat plane exceeds an angle preset value and the angle deflection direction is judged to be the left side, the seat ECU transmits a signal to the electric pump through D/A conversion, controls the electric pump to inflate a third air spring positioned on the left side, increases the rigidity of the left side of the seat suspension, and levels the seat plane; when the inclination angle sensor monitors that the leftward inclination angle is smaller than a preset value, the ECU controls the electric pump to stop inflating the third air spring; when the inclination angle sensor monitors that the plane of the seat inclines rightwards to be larger than a preset angle value, the vehicle is judged to run on a flat road again, and the ECU controls the third air spring to deflate until the pressure is restored to the initial level;

when the inclination angle sensor monitors that the side inclination angle of the seat plane exceeds an angle preset value and the angle deflection direction is judged to be the right side, the seat ECU transmits a signal to the electric pump through D/A conversion, controls the electric pump to inflate a second air spring positioned on the right side, increases the rigidity of the right side of the seat suspension, and levels the seat plane; when the inclination angle sensor monitors that the right inclination angle is smaller than a preset value, the ECU controls the electric pump to stop inflating the second air spring; when the inclination angle sensor monitors that the plane of the seat inclines leftwards to be larger than a preset angle value, the vehicle is judged to run on a flat road again, and the ECU controls the second air spring to deflate until the pressure is restored to the initial level.

Further, when the inclination angle sensor monitors that the pitch angle of the seat plane exceeds an angle preset value and the angle deflection direction is judged to be the front side, the seat ECU transmits a signal to the electric pump through D/A conversion, the electric pump is controlled to inflate a first air spring positioned on the front side, the rigidity of the front side of the seat suspension is increased, the seat plane is leveled, when the inclination angle sensor monitors that the forward pitch angle is smaller than the preset value, the ECU controls the electric pump to stop inflating the first air spring, when the inclination angle sensor monitors that the seat plane is inclined backwards to be larger than the preset value, the ECU judges that the vehicle drives on a flat road again or the emergency stop and emergency acceleration process is finished, and the ECU controls the first air spring to deflate until the pressure is recovered to an initial pressure value;

when the inclination angle sensor monitors that the pitch angle of the plane of the seat exceeds an angle preset value and the angle deflection direction is judged to be the rear side, the seat ECU transmits a signal to the electric pump through D/A conversion, controls the electric pump to inflate a second air spring and a third air spring which are positioned on the rear side, increases the rigidity of the front side of the seat suspension, levels the plane of the seat, controls the electric pump to stop inflating the second air spring and the third air spring when the inclination angle sensor monitors that the backward pitch angle is smaller than the preset value, judges that the vehicle drives on a flat road again or the emergency stop and emergency acceleration process is finished when the inclination angle sensor monitors that the plane of the seat inclines forwards more than the preset value, and controls the second air spring and the third air spring to deflate until the pressure is recovered to an initial pressure value.

Further, the seat ECU acquires vehicle roll and pitch angle acceleration information according to a vehicle angular acceleration sensor; when the monitored angular acceleration of the vehicle inclining leftwards exceeds a preset value, a corresponding damping force expected value is inquired in a database, and a seat ECU controls a third magnetorheological damper on the left side to output an expected damping force after D/A conversion of a signal; when the left inclination acceleration is changed, the seat ECU controls the third magnetorheological damper to adjust and output a corresponding expected damping force;

when the seat ECU monitors that the angular acceleration of the vehicle which rolls to the right exceeds a preset value, a corresponding expected damping force value is inquired in a database, and after the seat ECU performs D/A conversion on a signal, the seat ECU controls a second magneto-rheological damper positioned on the right side to output an expected damping force; when the right inclination angle acceleration is changed, the seat ECU controls the second magnetorheological damper to adjust and output a corresponding expected damping force.

Further, the seat ECU acquires vehicle roll and pitch angle acceleration information according to a vehicle angular acceleration sensor; when the monitored forward-inclined angular acceleration of the vehicle exceeds a preset value, a corresponding expected damping force value is inquired in a database, the ECU controls a first magnetorheological damper located on the front side to output an expected damping force after D/A conversion of a signal, and the ECU controls the first magnetorheological damper to adjust and output a corresponding expected damping force after the current inclination angle acceleration changes;

when the monitored angular acceleration of the vehicle in backward rolling exceeds a preset value, a corresponding expected damping force value is inquired in a database, the ECU controls the second magnetorheological damper and the third magnetorheological damper positioned on the rear side to simultaneously output an expected damping force after D/A conversion of signals, and when the backward tilting angular acceleration changes, the seat ECU controls the second magnetorheological damper and the third magnetorheological damper to adjust and output a corresponding expected damping force.

The invention achieves the following beneficial effects:

(1) The invention can meet the requirement of adjusting the height of the seat plane of the driving operator with short height, large weight and small height by adjusting the suspension height of the seat without changing the suspension rigidity of the seat, provides a good driving view for the driving operator and is more in line with the ergonomics.

(2) The invention can automatically match the required optimal rigidity damping of the seat suspension according to the weight of a driving operator, and is more intelligent.

(3) The invention can adaptively buffer the vibration and impact in the vertical direction, the side-tipping direction and the pitching direction generated in the driving and working processes of the vibrating vehicle, improve the side-tipping and pitching resistance of the seat, reduce the physical and psychological damage caused by vibration fatigue and improve the working efficiency and the comfort.

Drawings

FIG. 1 is a schematic diagram of the overall structure of an embodiment of the present invention;

FIG. 2 is a schematic view of a magnetorheological damper distribution according to an embodiment of the invention;

FIG. 3 is a schematic view of an embodiment of the present invention;

FIG. 4 is a schematic view of an air spring arrangement according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a logic control flow for damping of seat stiffness and adjustment of height according to an embodiment of the present invention

FIG. 6 is a schematic diagram of a control flow for anti-roll and anti-pitch logic for a seat in accordance with an embodiment of the present invention;

FIG. 7 is a schematic diagram of the logic control flow for damping vertical, roll and pitch vibrations of a seat in accordance with an embodiment of the present invention.

Detailed Description

The invention is further described below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.

As shown in fig. 1, an engineering seat suspension of the present invention comprises: an upper bottom plate 1, a middle supporting plate 3 and a lower bottom plate 6;

the upper bottom plate 1 is connected with the seat plane and used for supporting the seat plane and a connecting structure; the upper bottom plate 1 is provided with an inclination angle sensor 10 for detecting the inclination angle and the pitching deflection angle of the seat plane; the weighing sensor 11 is used for detecting whether a person is on the plane of the seat and weighing the person; a height sensor 12 for detecting the height of the seat plane.

The middle support plate 3 is connected with the upper bottom plate 1 through a variable damping device 2 and an air spring device 9, and the air spring device 9 is connected with an electric pump 8;

the lower bottom plate 6 is connected with the middle supporting plate 3 through a lifting mechanism 5 and a plurality of guide mechanisms 4, and the lifting mechanism 5 is connected with a lifting motor 7.

As shown in fig. 4, the air spring device 9 includes a first air spring 9-1, a second air spring 9-2 and a third air spring 9-3 which are distributed in a triangular manner, wherein the first air spring 9-1 is located at the front side, the second air spring 9-2 and the third air spring 9-3 are located at the rear side, the third air spring 9-3 is located at the left side, and the second air spring 9-2 is located at the right side. Preferably, the first air spring 9-1, the second air spring 9-2 and the third air spring 9-3 are distributed in a central symmetry manner.

As shown in fig. 2, the magnetorheological damper device 2 comprises a first magnetorheological damper 2-1, a second magnetorheological damper 2-2 and a third magnetorheological damper 2-3 which are distributed in a triangular manner, wherein the first magnetorheological damper 2-1 is positioned on the front side, the second magnetorheological damper 2-2 and the third magnetorheological damper 2-3 are positioned on the rear side, the third magnetorheological damper 2-3 is positioned on the left side, and the second magnetorheological damper 2-2 is positioned on the right side. Preferably, the first magnetorheological damper 2-1, the second magnetorheological damper 2-2 and the third magnetorheological damper 2-3 are distributed in central symmetry.

As shown in fig. 3, the lifting mechanism 5 includes a lifting tray 5-1, a screw rod 5-2, a transmission conversion mechanism 5-3 and a worm rod 5-4, the worm rod 5-4 has one end connected to a lifting motor 7, the other end connected to the screw rod 5-2 through the transmission conversion mechanism 5-3, the screw rod 5-2 connected to the lifting tray 5-1, the lifting tray 5-1 connected to the middle support plate 3, the lifting motor 7 driving the worm rod 5-4 to rotate, the transmission conversion mechanism 5-3 converting the rotation of the worm rod 5-4 to the linear motion of the screw rod 5-2, the lifting tray 5-1 lifting and lowering the middle support plate and the above mechanisms, preferably, the number of the guide mechanisms 4 is four, the four guide mechanisms 4 are respectively disposed at four corners of the lower plate 6, and the lifting mechanism 5 is disposed at the middle of the lower plate 6.

The invention discloses a control method for hanging an engineering seat, which comprises the following three parts:

as shown in fig. 5, (1) the seat stiffness damping, height automatic adjustment embodiment:

when the seat weighing sensor 11 detects that a person is on the seat, the person is automatically weighed, the weight signal is converted into a digital signal and transmitted to the seat ECU, and the seat ECU inquires a pressure value corresponding to the air spring 9 corresponding to the weight and a damping force value in the variable damping device 2 in a database according to the weight of the driver. The seat ECU converts a digital signal of the pressure into an analog signal and transmits the analog signal to the electric pump 8, the electric pump 8 controls the three air springs in the air spring device 9 to simultaneously inflate and deflate so as to enable the three air springs to reach corresponding pressure values, the air springs are guaranteed to reach the corresponding optimal rigidity under the body weight, and meanwhile the ECU controls the magneto-rheological damper 2 so as to enable the magneto-rheological damper to output the expected damping force corresponding to the body weight.

After the rigidity damping of the seat is adjusted, the seat ECU queries the optimal seat plane height corresponding to 95 percent of the weight in a database according to the weight of a driver, the seat ECU converts a height digital signal into an analog signal and then transmits the analog signal to the lifting motor 7, the lifting motor 7 drives the lifting mechanism 5 to lift the seat plane, and when the height sensor 12 detects that the seat plane reaches the specified height, the lifting motor 7 stops working. After the automatic height adjustment of the seat is finished, a driver judges whether the seat is suitable or not according to the height of the seat, and if the seat is not suitable, the lifting mechanism 5 can be manually controlled to achieve the suitable height of the seat.

As shown in fig. 6, (2) the seat anti-roll, pitch adaptive adjustment implementation:

when the engineering machinery runs on a bumpy or sloping road or is suddenly accelerated, the inclination angle sensor 10 monitors the inclination (the seat deflects left and right along the vertical axis) and the pitching (the seat deflects front and back along the horizontal axis) angles of the seat plane in real time.

When the inclination angle sensor 10 monitors that the side inclination angle of the seat plane exceeds an angle preset value (the preset value can be set according to actual conditions), and the angle deflection direction is judged to be the left side, the seat ECU transmits a signal to the electric pump 8 through D/A conversion, controls the electric pump 8 to inflate the third air spring 9-3, increases the rigidity of the left side of the seat suspension, and levels the seat plane. When the inclination angle sensor 10 detects that the leftward inclination angle is smaller than the preset value, the seat ECU controls the electric pump 8 to stop charging air into the third air spring 9-3, and at the moment, the seat plane can be considered to be horizontal relative to the horizontal plane. When the inclination angle sensor 10 monitors that the seat plane inclines rightwards to be larger than a preset angle value, the vehicle is judged to run on a flat road again, and the seat ECU controls the third air spring 9-3 to deflate until the pressure is restored to the initial level.

When the plane of the seat inclines rightwards to exceed the preset angle value, the control method is similar to the leftward inclination, and the seat ECU controls the second air springs 9-2 to inflate, so that the rigidity is increased, and the plane of the seat is leveled. After the vehicle drives to the flat road surface again, the seat ECU controls the second air spring 9-2 to recover to the initial pressure level.

When the inclination angle sensor 10 monitors that the pitch angle of the seat plane exceeds the preset angle value and the angle deflection direction is judged to be the front side, the seat ECU transmits a signal to the electric pump 8 through D/A conversion, controls the electric pump to inflate the first air spring 9-1, increases the rigidity of the front side of the seat suspension, and levels the seat plane. When the tilt angle sensor 10 detects that the forward pitch angle is smaller than the preset value, the seat ECU controls the electric pump 8 to stop charging air into the first air spring 9-1, and at this time, the seat plane can be considered to be horizontal relative to the horizontal plane. When the inclination angle sensor 10 monitors that the plane of the seat is inclined backwards more than a preset value, the vehicle is judged to be driven on a flat road surface again or the sudden stop and emergency acceleration process is finished. The seat ECU controls the first air spring 9-1 to deflate until the pressure returns to the initial pressure value.

When the plane of the seat is inclined backwards to exceed the preset angle, the control method is similar to the forward inclination, the seat ECU controls the second air spring 9-2 and the third air spring 9-3 to inflate simultaneously, the rigidity of the rear side air spring is increased, the plane of the seat is leveled, and after the vehicle drives to the flat road again or the sudden stop and the sudden acceleration are finished, the ECU controls the second air spring 9-2 and the third air spring 9-3 to recover to the initial pressure level.

As shown in figure 7, (3) the adaptive damping implementation scheme of the vertical, pitch and roll vibration of the seat

A vertical vibration acceleration sensor and an angular acceleration sensor are arranged at the position of a vehicle shaft head, and the information of road surface unevenness and vehicle roll pitch angle acceleration transmitted to a vehicle by a road surface is collected in real time.

And the seat ECU acquires the road surface unevenness information in real time according to the vertical acceleration sensor for processing and analysis, and judges the current road surface unevenness grade. And selecting the expected damping force corresponding to the current road surface grade according to the data file stored in the system database. The ECU outputs corresponding current and simultaneously controls the flow characteristics of the magnetorheological fluid in the first magnetorheological damper 2-1, the second magnetorheological damper 2-2 and the third magnetorheological damper 2-3 to change, and expected damping force is output. When the vertical vibration sensor monitors that the road surface unevenness grade changes, the seat ECU automatically controls the magnetorheological damper to output a damping force matched with the current road surface after identification, so that the vertical vibration of the seat suspension can be quickly and effectively transmitted by an attenuation value.

And the seat ECU processes and analyzes the vehicle roll and pitch angle acceleration information acquired by the vehicle shaft head position angular acceleration sensor. When the fact that the angular acceleration of the vehicle inclining leftwards exceeds a preset value is monitored, a corresponding expected damping force value is inquired in a database, and after the ECU conducts D/A conversion on signals, the ECU controls the third magnetorheological damper 2-3 on the left side to output the expected damping force. When the left inclination angle acceleration is changed, the seat ECU controls the magnetorheological dampers 2-3 to adjust and output corresponding expected damping force.

When the seat suspension ECU monitors that the angular acceleration of the vehicle which rolls to the right exceeds a preset value, the control method is similar to the control method of the vehicle which rolls to the left, the seat ECU controls the second magnetorheological damper 2-2 on the right side to output expected damping force, and when the right-roll angular acceleration changes, the damping force output by the second magnetorheological damper 2-2 is adjusted accordingly.

And after monitoring that the forward tilting angular acceleration of the vehicle exceeds a preset value, the seat ECU inquires a corresponding damping force expected value in a database, and controls the first magnetorheological damper 2-1 on the front side to output the expected damping force after D/A conversion of a signal. After the current inclination acceleration is changed, the seat ECU controls the first magnetorheological damper 2-1 to adjust and output a corresponding expected damping force.

When the seat ECU monitors that the backward-inclining angular acceleration of the vehicle exceeds a preset value, the control method is similar to the forward-inclining angular acceleration, the seat ECU controls the second magnetorheological damper 2-2 and the third magnetorheological damper 2-3 on the rear side to simultaneously output expected damping force, and when the backward-inclining angular acceleration changes, the damping force output by the second magnetorheological damper 2-2 and the third magnetorheological damper 2-3 is adjusted accordingly.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Also in the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like are used in the orientations and positional relationships indicated in the drawings, which are merely for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. In the drawings of the present invention, the filling pattern is only for distinguishing the layers, and is not limited to any other.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (10)

1. An engineering seat suspension, comprising: an upper bottom plate (1), a middle supporting plate (3) and a lower bottom plate (6);

the upper bottom plate (1) is provided with an inclination angle sensor (10), a weighing sensor (11) and a height sensor (12);

the middle supporting plate (3) is connected with the upper bottom plate (1) through a variable damping device (2) and an air spring device (9), and the air spring device (9) is connected with an electric pump (8);

the lower bottom plate (6) is connected with the middle supporting plate (3) through a lifting mechanism (5) and a plurality of guide mechanisms (4), and the lifting mechanism (5) is connected with a lifting motor (7).

2. An engineering seat suspension according to claim 1, characterized in that the air spring arrangement (9) comprises a first (9-1), a second (9-2) and a third (9-3) air spring in a triangular distribution.

3. An engineering seat suspension according to claim 1, characterized in that the variable damping device (2) comprises a first magnetorheological damper (2-1), a second magnetorheological damper (2-2) and a third magnetorheological damper (2-3) in a triangular distribution.

4. The engineering seat suspension is characterized in that the lifting mechanism (5) comprises a lifting tray (5-1), a screw rod (5-2), a transmission conversion mechanism (5-3) and a worm (5-4), one end of the worm (5-4) is connected with a lifting motor (7), the other end of the worm is connected with the screw rod (5-2) through the transmission conversion mechanism (5-3), the screw rod (5-2) is connected with the lifting tray (5-1), and the lifting tray (5-1) is connected with the middle support plate (3).

5. An engineering seat suspension according to claim 1, characterized in that the number of the guide mechanisms (4) is four, four guide mechanisms (4) are respectively arranged at four corners of the lower bottom plate (6), and the lifting mechanism (5) is arranged in the middle of the lower bottom plate (6).

6. The control method for the engineering seat suspension is characterized in that:

when a seat weighing sensor (11) detects that a person is on a seat, the person is automatically weighed, a weight signal is converted into a digital signal and is transmitted to a seat ECU (electronic control unit), the seat ECU inquires a pressure value corresponding to an air spring device (9) corresponding to the weight and a damping force expected value in a variable damping device (2) in a database according to the weight of the person, the seat suspension ECU converts the digital signal of the pressure into an analog signal and transmits the analog signal to an electric pump (8), the electric pump (8) controls the air spring device (9) to inflate and deflate so as to enable the air spring device to reach the corresponding pressure value, the air spring device (9) is guaranteed to reach the corresponding rigidity under the weight, and meanwhile, the ECU controls the variable damping device (2) so as to enable the variable damping device to output the expected damping force corresponding to the weight;

after the rigidity damping of the seat is adjusted, the seat ECU inquires the optimal seat plane height corresponding to the weight of 95 percentile position in a database according to the weight of a person, the ECU converts a height digital signal into an analog signal and then transmits the analog signal to the lifting motor (7), the lifting motor (7) drives the lifting mechanism (5) to lift the seat plane, when the height sensor (12) detects that the seat reaches the appointed height, the lifting motor (7) stops working, after the automatic height adjustment of the seat is finished, whether the seat is proper or not is judged according to the seat height, if not, the lifting mechanism (5) is manually controlled to reach the proper seat height.

7. The control method for the suspension of the engineering seat as claimed in claim 2, characterized in that:

when the inclination angle sensor (10) monitors that the side inclination angle of the seat plane exceeds an angle preset value and the angle deflection direction is judged to be the left side, the seat ECU transmits a signal to the electric pump (8) through D/A conversion, the electric pump (8) is controlled to inflate a third air spring (9-3) positioned on the left side, the rigidity of the left side of the seat suspension is increased, and the seat plane is leveled; when the inclination angle sensor (10) monitors that the leftward inclination angle is smaller than a preset value, the ECU controls the electric pump (8) to stop inflating the third air spring (9-3); when the inclination angle sensor (10) monitors that the seat plane inclines rightwards to be larger than a preset angle value, the vehicle is judged to run on a flat road again, and the ECU controls the third air spring (9-3) to deflate until the pressure is restored to the initial level;

when the inclination angle sensor (10) monitors that the side inclination angle of the seat plane exceeds an angle preset value and the angle deflection direction is judged to be the right side, the seat ECU transmits a signal to the electric pump (8) through D/A conversion, the electric pump (8) is controlled to inflate a second air spring (9-2) positioned on the right side, the rigidity of the right side of the seat suspension is increased, and the seat plane is leveled; when the inclination angle sensor (10) monitors that the right inclination angle is smaller than a preset value, the ECU controls the electric pump (8) to stop charging air to the second air spring (9-2); when the inclination angle sensor (10) monitors that the plane of the seat inclines leftwards to be larger than a preset angle value, the vehicle is judged to run on a flat road again, and the ECU controls the second air spring (9-2) to deflate until the pressure is restored to the initial level.

8. The control method for the suspension of the engineering seat as claimed in claim 2, characterized in that:

when the inclination angle sensor (10) monitors that the pitch angle of a seat plane exceeds an angle preset value and the angle deflection direction is judged to be the front side, the seat ECU transmits a signal to the electric pump (8) through D/A conversion, the electric pump (8) is controlled to inflate a first air spring (9-1) positioned on the front side, the rigidity of the front side of a seat suspension is increased, the seat plane is leveled, when the inclination angle sensor monitors that the forward pitch angle is smaller than the preset value, the ECU controls the electric pump (8) to stop inflating the first air spring (9-1), when the inclination angle sensor (10) monitors that the seat plane is inclined backwards to be larger than the preset value, the situation that the vehicle runs on a flat road again or the sudden stop and sudden acceleration process is finished is judged, and the ECU controls the first air spring (9-1) to deflate until the pressure is recovered to an initial pressure value;

when the inclination angle sensor (10) monitors that the pitch angle of a seat plane exceeds an angle preset value and the angle deflection direction is judged to be the rear side, the seat ECU transmits a signal to the electric pump (8) through D/A conversion, the electric pump (8) is controlled to inflate a second air spring (9-2) and a third air spring (9-3) which are positioned on the rear side, the rigidity of the front side of the seat suspension is increased, the seat plane is leveled, when the inclination angle sensor monitors that the backward pitch angle is smaller than the preset value, the ECU controls the electric pump (8) to stop inflating the second air spring (9-2) and the third air spring (9-3), when the inclination angle sensor (10) monitors that the seat plane is forwards inclined to be larger than the preset value, the ECU judges that the vehicle runs on a flat road again or the emergency stop and emergency acceleration process is finished, and controls the second air spring (9-2) and the third air spring (9-3) to deflate until the pressure is restored to an initial pressure value.

9. A control method for an engineering seat suspension according to claim 3, characterized in that:

the seat ECU acquires vehicle roll and pitch angle acceleration information according to a vehicle angular acceleration sensor; when the monitored angular acceleration of the vehicle inclining leftwards exceeds a preset value, a corresponding damping force expected value is inquired in a database, and a seat ECU controls a third magnetorheological damper (2-3) positioned on the left side to output an expected damping force after D/A conversion of a signal; when the left inclination acceleration is changed, the seat ECU controls the third magnetorheological damper (2-3) to adjust and output a corresponding expected damping force;

when the seat ECU monitors that the angular acceleration of the vehicle inclining to the right exceeds a preset value, a corresponding damping force expected value is inquired in a database, and after the seat ECU performs D/A conversion on a signal, the seat ECU controls a second magnetorheological damper (2-2) on the right side to output an expected damping force; when the right inclination angle acceleration is changed, the seat ECU controls the second magnetorheological damper (2-2) to adjust and output a corresponding expected damping force.

10. A control method for an engineering seat suspension according to claim 3, characterized in that:

the seat ECU acquires vehicle roll and pitch angle acceleration information according to a vehicle angular acceleration sensor; when the monitored forward-inclined angular acceleration of the vehicle exceeds a preset value, a corresponding expected damping force value is inquired in a database, the ECU controls a first magnetorheological damper (2-1) positioned on the front side to output an expected damping force after D/A conversion of a signal, and the ECU of the seat controls the first magnetorheological damper (2-1) to adjust and output a corresponding expected damping force after the current inclination angular acceleration changes;

when the situation that the backward heeling angular acceleration of the vehicle exceeds a preset value is monitored, a corresponding expected damping force value is inquired in a database, the ECU controls a second magnetorheological damper (2-2) and a third magnetorheological damper (2-3) which are positioned on the rear side to output an expected damping force at the same time after D/A conversion is carried out on signals, and when the backward heeling angular acceleration changes, the seat ECU controls the second magnetorheological damper (2-2) and the third magnetorheological damper (2-3) to adjust and output a corresponding expected damping force.

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